2nd engine failure 2500miles later.

[Flavor 987S]

Originally Posted by Jake Raby

Just finished a 4.0 for a 987. The first pull on the dyno before any tuning was done was 305HP and the torque was 285. Thats with everything stock except the mufflers. Now comes the optimization.

Jake, were do you expect final HP numbers to shake out? With all due respect, 305 is not much over the 280 HP of my current 3.2 motor, and Porsche is always conservative with their numbers. What is the ballpark costs? Thank you.

[The Radium King]

not to speak for jake, but I think he is talking 'rear wheel' hp (rwhp) whereas you are talking hp at the crank. assuming 15% loss through the drivetrain, he is making 350 to your 280.

also, these are peak numbers at 7000 rpm; his torque and hp curves are probably a lot fatter at all rpms - ie, more power sooner - as I presume he started with a 3.8 which are known for their grunt at lower rpms. of course, I have read that stock heads with bore increase tend to make for peaky performance, so expect some gains in the lower rpms as he optimises the output.

[Flavor 987S]

Originally Posted by The Radium King

not to speak for jake, but I think he is talking 'rear wheel' hp (rwhp) whereas you are talking hp at the crank. assuming 15% loss through the drivetrain, he is making 350 to your 280.

also, these are peak numbers at 7000 rpm; his torque and hp curves are probably a lot fatter at all rpms - ie, more power sooner - as I presume he started with a 3.8 which are known for their grunt at lower rpms. of course, I have read that stock heads with bore increase tend to make for peaky performance, so expect some gains in the lower rpms as he optimises the output.

Interesting. So, you can't make my 3.2 into a 4.0? You need to start with a 3.8??

But I gotta believe a stock 3.8 motor is putting down over 380 crank HP.

Regardless, I appreciate your comments and look forward to Jake's reply.

[Jake Raby]

My figures are RWHP figures. The car has a diff and race alignment, both of which are hurting the performance on the chassis dyno. It also has break in oil.

Remember, zero tuning has been done at this point. We generally leave ECUs stock and prefer all stock ancillaries. This particular engine had huge head flow figures due to some new findings and developments we have applied on the flow bench. This one was a good one to optimize.

That said, we kept a very modest compression ratio for a long lived engine.

We can make a 3.2 into a 4.0, and the technology to do so is proprietary and only provided from us by LN Engineering. I don't advertise this combination and save it for "special occasions". Just like we do our 4.2 based on the DFI platform.

[sgt brad]

Sorry to thread jack but what kind of numbers can be expected from a 3.2@ to 4.0 conversion if its planned to be a sunny sunday driver. looking for the happy medium between hot rod street and reliability.just wondering if jumping up to 4.0 is worth it vs 3.6-3.8. Thanks...now back to the regularly scheduled thread.

[Jake Raby]

Originally Posted by sgt brad

Sorry to thread jack but what kind of numbers can be expected from a 3.2@ to 4.0 conversion if its planned to be a sunny sunday driver. looking for the happy medium between hot rod street and reliability.just wondering if jumping up to 4.0 is worth it vs 3.6-3.8. Thanks...now back to the regularly scheduled thread.

No need in going 4.0 for this application. The cost increase is not worth it.

My 3.6 is plenty, and the 3.8 will blow your mind. The 4.0 package is only worth the added money for those who ned the power for the track and want to chase down GT3s. The owner of this 4.0 has a GT3 RS 4.0 and wanted a pair :-)

[navair]

Jake, I thought the limit for a 3.2 was 3.6 (using LN nickies)? You can do a 3.8 ?

[Crono0001]

What about forced induction after 3.6?
... if you really feel like you need that much power